PNEUMATIC TYRE

Description

RELATED APPLICATIONS

[0001] This application claims the benefit of foreign priority to Japanese Patent Application No. JP2021-093860, filed June 3, 2021.

FIELD OF THE INVENTION

[0002] The present invention relates to a pneumatic tyre.

BACKGROUND OF THE INVENTION

[0003] The patent document 1 below discloses a heavy-duty tyre which includes axially spaced bead cores and a carcass extending between the bead cores. The both ends of the carcass are turned up around the respective bead cores. Each bead core has a radially inner surface inclined at an angle of 20 degrees with respect to the tyre axial direction and in a direction such that an inner diameter thereof increases outwardly in the tyre axial direction. In such a tyre, under a standard load state, each bead core rotates so that the inner surface of each bead core may become substantially parallel with the rim seat surface which is an outer surface of the rim seat. Thus, the tyre may have excellent bead durability. Tyres without said feature of an bead core with an radially inner surface inclined at an angle of 20 degrees with respect to the tyre axial direction are for instance disclosed in US 5 261 476 A, US 2012/318427 A1, JP 2005 313735 A, or JP 2020 066243 A, respectively.

PATENT DOCUMENT

[0004] [Patent document 1] Japanese Unexamined Patent Application Publication No. 2012-254736

SUMMARY OF THE INVENTION

[0005] However, in the tyre of Patent Document 1, carcass cords of the carcass may be inContact with and rub against the bead cores when the bead cores rotate under the standard load state. As a result, one or more carcass cords may be damaged or breakage (hereinafter, may be referred to as "CBU").

[0006] The present invention has been made in view of the above circumstances and has a major object to provide a pneumatic tyre capable of improving bead durability by suppressing damage such as CBU.

[0007] In one aspect of the present invention, a pneumatic tyre includes a pair of bead portion, a pair of bead cores each disposed in a respective one of the pair of bead portions, a carcass extending between the pair of bead cores, and a pair of bead apex rubbers each disposed in a respective one of the pair of bead portions and extending outwardly in a tyre radial direction from a respective one of the pair of bead cores, wherein each bead core includes a core inner surface extending substantially straight on an inner side in the tyre radial direction of the bead core, in a pre-assemble state where the tyre is not mounted onto a rim and a width in a tyre axial direction of the pair of bead portions is maintained at a rim width, each core inner surface has an angle of 20 degrees plus/minus 2 degrees with respect to the tyre axial direction, and is inclined outwardly in the tyre radial direction toward an outer side in the tyre axial direction, in a tyre cross-sectional view of each of the pair of bead portions, the bead apex rubber includes a first rubber portion arranged so as to cover a circumference of the bead core and having a circular or substantially elliptical outline, and a second rubber portion tapering outwardly in the tyre radial direction from the first rubber portion, and the first rubber portion is greater in rubber hardness than the second rubber portion.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008] 

FIG. 1 is a cross-sectional view of a pneumatic tyre in accordance with an embodiment of the present invention;

FIG. 2 is an enlarged view of a bead core of the pneumatic tyre in FIG 1 in a pre-assemble state; and

FIG. 3 is an enlarged view of the bead portion of FIG. 1.

DETAILED DESCRIPTRION OF THE INVENTION

[0009] Hereinafter, one or more embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a cross-sectional view of a pneumatic tyre (hereafter, it may be simply referred to as "tyre") 1 in accordance with an embodiment of the present invention. FIG. 1 is a cross-sectional view including the tyre axis of the tyre in a normal state where the tyre 1 is mounted onto a standard wheel rim (hereinafter, it may be simply referred to as "rim".) R. The present invention, for example, may be embodied as a heavy-duty tyre. Alternatively, the present invention may be embodied as tyres such as a passenger car tyre, a light truck tyre, and the like.

[0010] As used herein, the "normal state" is such that the tyre 1 is mounted onto a standard wheel rim R with a standard pressure but loaded with no tyre load. As used herein, unless otherwise noted, dimensions of portions of the tyre 1 are values measured under the normal state.

[0011] As used herein, the "standard wheel rim" is a wheel rim officially approved for each tyre by standards organizations on which the tyre is based, wherein the standard wheel rim is the "standard rim" specified in JATMA, the "Design Rim" in TRA, and the "Measuring Rim" in ETRTO, for example. As used herein, the "standard pressure" is a standard pressure officially approved for each tyre by standards organizations on which the tyre is based, wherein the standard pressure is the "maximum air pressure" in JATMA, the maximum pressure given in the "Tire Load Limits at Various Cold Inflation Pressures" table in TRA, and the "Inflation Pressure" in ETRTO, for example.

[0012] The tyre 1 according to the present embodiment includes a pair of bead portions 4, a pair of bead cores 5 each disposed in a respective one of the bead portions 4, and a carcass 6 extending between the pair of bead cores 5. Further, the tyre 1 includes a pair of sidewall portions 3 and a tread portion 2 connecting the sidewall portions 3.

[0013] FIG. 2 illustrates an enlarged view of one of the bead cores 5 of the tyre 1 in FIG. 1 in a pre-assemble state where the tyre 1 is not mounted onto a rim and a width in a tyre axial direction of the pair of bead portions is maintained at a rim width (not illustrated) of the rim to be mounted. As illustrated in FIG. 2, each of the bead cores 5 includes a core inner surface 5a extending substantially straight on an inner side in the tyre radial direction of the bead core 5. The core inner surface 5a, when being mounted onto the rim, is a surface that extends along the rim seat Ra (shown in FIG. 1).

[0014] For example, in the pre-assemble state where the tyre 1 is not mounted onto a rim and the width in a tyre axial direction of the pair of bead portions is maintained at the rim width, the core inner surface 5a is inclined at an angle θ1 of 20 degrees plus/minus 2 degrees with respect to the tyre axial direction in a direction such that an inner diameter thereof increases outwardly in the tyre axial direction. When the tyre 1 is in the normal state or a standard load state, the bead cores 5 rotates so that the core inner surface 5a may become substantially parallel with the rim seat Ra. Thus, the bead durability can be improved. The angle θ2 (shown in FIG. 1) of the rim seat Ra with respect to the tyre axial direction is 15 degrees.

[0015]  As used herein, the "standard loaded state" is such that the tyre 1 under the normal state is grounded on a flat plane with a standard tyre load at zero camber angles. As used herein, the "standard tyre load" is a tyre load officially approved for each tyre by the standards organization in which the tyre is based, wherein the standard tyre load is the "maximum load capacity" in JATMA, the maximum value given in the above-mentioned table in TRA, and the "Load Capacity" in ETRTO, for example.

[0016] As illustrated in FIG. 1, a pair of bead apex rubbers 9 is disposed in the pair of bead portions 4. The bead apex rubbers 9 extend outwardly in the tyre radial direction from the respective bead cores 5.

[0017] Each bead apex rubber 9, in a tyre cross-sectional view, includes a first rubber portion 10 arranged so as to cover a circumference of the bead core 5 and having a circular or substantially elliptical outline, and a second rubber portion 11 tapering outwardly in the tyre radial direction from the first rubber portion 10. Such a first rubber portion 10 can suppress the contact between the carcass 6 arranged around the bead core 5 and the bead core 5 even when the bead core 5 rotates, and can suppress the damage of the carcass 6. Thus, the tyre 1 can suppress the occurrence of CBU (i.e., improving CBU resistance). In addition, such a first rubber portion 10 can absorb the shear strain between the carcass 6 and bead core 5 when the bead core rotates, suppressing the damage of the carcass 6. Note that each first rubber portion 10 according to the present embodiment is formed so as to cover the entire circumference of the bead core 5.

[0018] In each bead apex rubber 9, the first rubber portion 10 is greater in rubber hardness than the second rubber portion 11. Such a first rubber portion 10 can further suppress the contact between the carcass 6 and the bead core 5. Thus, the tyre 1 according to the present embodiment can have excellent bead durability.

[0019]  In the present embodiment, the carcass 6 is composed of a single carcass ply 6A. The carcass ply 6A, for example, includes a main portion 6a extending between the bead cores 5, and a pair of turn-up portions 6b each turned up around a respective one of the bead cores 5. The carcass ply 6A includes the carcass cords covered with a topping rubber (not illustrated).

[0020] As illustrated in FIG.2, each bead core 5 according to the present embodiment has a substantially hexagonal cross-sectional shape including the core inner surface 5a. Each bead core 5, for example, further includes a core outer surface 5b facing the core inner surface 5a, a core axial outer surface 5c connecting the core inner surface 5a with the core outer surface 5b on an outer side in the tyre axial direction, and a core axial inner surface 5d connecting the core inner surface 5a with the core outer surface 5b on an inner side in the tyre axial direction. The core axial outer surface 5c, for example, includes a first bent portion 13a that bends outward in the tyre axial direction. The core axial inner surface 5d, for example, includes a second bent portion 13b that bends inward in the tyre axial direction. The core outer surface 5b, for example, extends substantially straight on an outer side in the tyre radial direction of the bead core 5.

[0021] In the present embodiment, the innermost end 5i in the tyre axial direction of each bead core 5 is located on the second bent portion 13b of the core axial inner surface 5d. In the present embodiment, the innermost end 5k in the tyre radial direction of the bead core 5 is located on a position where the core inner surface 5a intersects the core axial inner surface 5d.

[0022] In the present embodiment, each bead core 5 is formed by winding a bead wire spirally in the tyre circumferential direction. Each bead core 5, for example, includes a plurality of wire layers 15 superimposed in the tyre radial direction, each wire layer 15 including the bead wire which is wound for multiple times spirally along the tyre axial direction. The core inner surface 5a is formed by the innermost wire layer 15A arranged innermost in the tyre radial direction. Note that the bead cores 5 is not limited to such an embodiment, but may be formed as an integrally molded product.

[0023] In this embodiment, the bead wire 14, for example, is a steel cord with a circular cross-sectional shape. In such a case, the angle θ1 of the core inner surface 5a is defined as an inclination angle of the straight line that connects two points c1 and c2 of the axially both end bead wire turns 14a and 14b on the most rim seat Ra side.

[0024] FIG. 3 illustrates an enlarged view of one of the bead portions 4 of the tyre 1 shown in FIG. 1. As illustrated in FIG. 3, in the present embodiment, each bead core 5 is surrounded by a canvas cloth 16 including an organic fiber cord. This can further suppress contact between the bead cores 5 and the carcass 6. As the organic fiber cord, for example, nylon fiber, rayon fiber, polyester fiber and aramid fiber may be preferable.

[0025] Each first rubber portion 10 according to this present embodiment, in a tyre cross-sectional view, has a substantially elliptical outline. Alternatively, each first rubber portion 10, in a tyre cross-sectional view, may have a circular outline. As used herein, "a substantially elliptical outline" include not only an ellipse outline in the dictionary sense, but also an outline that consists of a plurality of arcs being convex outward with respect to the center of figure (not shown) of the first rubber portion 10 (including the bead cores 5). The substantially elliptical outline may include an aspect in which the radii of curvature (r) of the arcs changes continuously.

[0026] Preferably, a rubber hardness ha of the first rubber portion 10 is in a range of from 1.6 to 2.0 times a rubber hardness hb of the second rubber portions 11. When a rubber hardness ha of the first rubber portion 10 is equal to or more than 1.6 times a rubber hardness hb of the second rubber portions 11, the rigidity of the first rubber portion 10 can be maintained high, and the contact between the bead cores 5 and the carcass 6 can be suppressed. When a rubber hardness ha of the first rubber portion 10 is equal to or less than 2.0 times a rubber hardness hb of the second rubber portion 11, the rigidity of the second rubber portion 11 can be ensured and the deformation of the bead portions 4 can be suppressed. In addition, the rigidity of the first rubber portion 10 can be suppressed from becoming excessively large, and the damage of the carcass 6 by the first rubber portion 10 can be suppressed. As used herein, rubber hardness means durometer A hardness measured by the durometer type A in an environment of 23 degrees C in accordance with JIS-K6253.

[0027] Although not particularly limited, a rubber hardness ha of the first rubber portion 10 in each bead portion 4 is preferably equal to or more than 75 degrees, more preferably equal to or more than 80 degrees, but preferably equal to or less than 100 degrees. For example, a rubber hardness hb of the second rubber portion 11 in each bead portion 4 is preferably equal to or more than 50 degrees, more preferably equal to or more than 55 degrees, but preferably equal to or less than 70 degrees, more preferably equal to or less than 65 degrees.

[0028] In each bead portion 4, a thickness t1 in the tyre axial direction of the first rubber portion 10 at a location of the innermost end 5i in the tyre axial direction of the bead core 5 is in a range of from 1.0 to 2.0 mm. Further, in each bead portion 4, a thickness t2 in the tyre radial direction of the first rubber portion 10 at a location of an innermost end 5k in the tyre radial direction of the bead core 5 is in a range of from 1.0 to 2.0 mm. When the tyre 1 is filled with a standard pressure, the rotation of the bead cores 5 causes a relatively large shear strain in the first rubber portion 11 around the innermost ends 5i and 5k. By setting the thicknesses t1 and t2 at the innermost ends 5i and 5k to 1.0 mm or more, the contact between the bead cores 5 and the carcass 6 can be suppressed, and the damage to the carcass 6 can be suppressed. When the thicknesses t1 and t2 become excessively large, the fitting pressure with the rim R may decrease, and the bead durability may decrease. Thus, the thicknesses t1 and t2 are preferably 2.0 mm or less.

[0029] In order to ensure thicknesses t1 and t2 at locations of the inner ends 5i and 5k, respectively, a sheeted rubber material with a thickness of 1.0 mm is preferably used for the first rubber portion 10 on a location inward in the tyre radial direction from the inner end 5i of the bead core 5. In the present embodiment, a portion of the first rubber portion 10 located inwardly in the tyre axial direction of the core axial inner surface 5d is formed of a sheeted rubber material.

[0030] As illustrated in FIG. 1, in each of the pair of bead portions 4, a distance L2 in the tyre radial direction from a bead baseline BL to the outermost end 10e of the first rubber portion 10 is in a range of from 10% to 65% of a distance L1 in the tyre radial direction from the bead baseline BL to a tyre maximum-width position M. The bead baseline BL is the tyre axial line that defines the rim diameter of the rim R (see JATMA). As used herein, the tyre maximum-width position M is the position where the outer surfaces 3a of the sidewall portions 3 projects most outward in the tyre axial direction. The outer surfaces 3a are defined as a smooth curve specified by excluding partially formed irregularities (e.g., decorative serrations, mark display ribs, side protectors described below, etc.).

[0031] As illustrated in FIG. 3, a bead reinforcing layer 20 covering the carcass 6 is provided in each of the pair of bead portions 4. In a tyre cross-sectional view, the bead reinforcing layer 20 extends in a U-shaped manner. More specifically, the bead reinforcing layer 20 according to the present embodiment includes a first portion 20A extending along the main portion 6a, and a second portion 20B connected to the first portion 20A and turned up along one of the turn-up portions 6b. The second portion 20B has a radially outer end 21b terminating inwardly in the tyre radial direction than an outer end 7b of the turn-up portion 6b.

[0032] In the present embodiment, the bead reinforcing layer 20 includes a plurality of parallelly arranged cords covered with a topping rubber (not illustrated). The plurality of cords is made of a steel cord and is inclined at an angle with respect to the tyre radial direction. The topping rubber is made of a well-known rubber material. The bead reinforcing layer 20 can improve bead durability by preventing the bead apex rubbers 9 from bending significantly.

[0033] The first portion 20A and the second portion 20B have the respective outer ends 21a and 21b in the tyre radial direction. Preferably, the respective outer ends 21a and 21b are located outwardly in the tyre radial direction with respect to the outer end 10e of the first rubber portion 10 by a distance equal to or more than 2 mm. This can help to suppress the rotation of the bead cores 5 while driving. From this point of view, a distance LT in the tyre radial direction between each of the outer ends 21a and 21b of the first portion 20A and the second portion 20B and the outer end 10e of the first rubber portion 10 is preferably equal to or more than 4 mm. When the distance LT becomes excessively large, a rigidity step may occur in each bead portion 4, and the bead durability may deteriorate. Thus, the distance LT is preferably equal to or less than 8 mm, more preferably equal to or less than 6 mm.

[0034] In the present embodiment, the outer ends 21b of the second portion 20B is located outwardly in the tyre radial direction than the outer end 21a of the first portion 20A. This makes it possible to more effectively suppress the rotation of the bead cores 5 while driving. A distance La in the tyre radial direction between the outer end 21b of the second portion 20B and the outer end 21a of the first portion 20A is not particularly limited. From the viewpoint of effectively suppressing the rotation of the bead cores 5 while maintaining the rigidity balance of the bead portions 4, the distance La is preferably equal to or more than 5.0% of a length LA in the tyre radial direction of the first rubber portion 10, more preferably equal to or more than 6.5%, but preferably equal to or less than 12%, more preferably equal to or less than 10%.

[0035] In the present embodiment, each of the bead portions 4 includes a chafer 22 in contact with the rim R (shown in FIG. 1). The chafer 22 is, for example, formed from crosslinked rubber. The chafer 22 is located outwardly in the tyre axial direction of the bead reinforcing layer 20. The chafer 22, for example, extends inwardly in the tyre radial direction of the bead reinforcing layer 20. In this embodiment, the chafer 22 also extends radially outwardly of the outer end 7b of the turn-up portion 6b.
inventioninventioninvention

[Example]

[0036] Heavy-duty pneumatic tyres of the size 275/80R22.5 with the basic structure shown in FIG. 1 were prepared based on the specifications in Table 1. Then, the bead durability performance of each test tyre was tested. The common specifications and test methods for each test tyre are as follows.

Rim size: 22.5x7.50

Tire inner pressure: 900 kPa

Bead durability performance test:

[0037] Each test tyre mounted onto the standard wheel rim was run on a drum tester at the speed of 20km/h with the tyre load of 79.50 kN. The inside of each test tyre was filled with water. Then, the time until either one of the bead portions was damaged was measured. The test results are shown in Table 1 using as an index where Example 1 is set to 100. The larger the value, the better the bead durability.

[Table 1]

	Ref. 1	Ref. 2	Ex. 1	Ex. 2	Ex. 3	Ex. 4	Ex. 5	Ex. 6	Ex. 7	Ex. 8	Ex. 9	Ex. 10	Ex. 11
Angle of core inner surfaces under pre-assemble state (deg.)	20	20	20	20	20	20	20	20	20	20	20	20	20
Rubber hardness ha of first rubber portion	97	97	97	97	97	97	97	97	97	97	97	97	97
Rubber hardness hb of second rubber portion	97	59	59	59	59	59	59	59	59	59	59	59	59
Shape of first rubber portion	substantia lly ellipse	triangle	substantia lly ellipse	substantia lly ellipse	substantia lly ellipse	substantia lly ellipse	substantia lly ellipse	substantia lly ellipse	substantia lly ellipse	substantia lly ellipse	substantia lly ellipse	substantia lly ellipse	substantia lly ellipse
t1 (mm)	1.0	1.0	1.0	0.5	2.0	2.5	1.0	1.0	1.0	1.0	1.0	1.0	1.0
t2 (mm)	1.0	1.0	1.0	0.5	2.0	2.5	1.0	1.0	1.0	1.0	1.0	1.0	1.0
Canvas cloth	presence	presence	presence	presence	presence	presence	presence	presence	presence	presence	presence	presence	presence
Ratio L2/L1 (%)	23	23	23	23	23	23	57	14	38	10	23	23	23
Distance LT (mm)	5	5	5	5	5	5	5	5	5	5	5	8	10
Bead durability [(index) Larger is better]	85	87	100	97	102	98	100	100	102	98	98	100	98

[0038] As shown in the Table 1, the tyres of the examples have excellent bead durability.

Claims

1. A pneumatic tyre (1) comprising:

a pair of bead portion (4);

a pair of bead cores (5) each disposed in a respective one of the pair of bead portions (4);

a carcass (6) extending between the pair of bead cores (5); and

a pair of bead apex rubbers (9) each disposed in a respective one of the pair of bead portions (4) and extending outwardly in a tyre radial direction from a respective one of the pair of bead cores (5),

wherein

each bead core (5) comprises a core inner surface (5a) extending substantially straight on an inner side in the tyre radial direction of the bead core (5),

in a pre-assemble state where the tyre is not mounted onto a rim and a width in a tyre axial direction of the pair of bead portions is maintained at a rim width, each core inner surface has an angle of 20 degrees plus/minus 2 degrees with respect to the tyre axial direction, and is inclined outwardly in the tyre radial direction toward an outer side in the tyre axial direction,

in a tyre cross-sectional view of each of the pair of bead portions (4), the bead apex rubber (9) comprises a first rubber portion (10) arranged so as to cover a circumference of the bead core (5) and having a circular or substantially elliptical outline, and a second rubber portion (11) tapering outwardly in the tyre radial direction from the first rubber portion (10), and

the first rubber portion (10) is greater in rubber hardness (ha, hb) than the second rubber portion (11),

characterized in that

in each of the pair of bead portions (4), the first rubber portion (10) has a thickness (t1) in the tyre axial direction at a location of an innermost end (5i) in the tyre axial direction of the bead core (5) being in a range of from 1.0 to 2.0 mm, and

wherein in each of the pair of bead portions (4), the first rubber portion (10) has a thickness (t2) in the tyre radial direction at a location of an innermost end (5k) in the tyre radial direction of the bead core (5) being in a range of from 1.0 to 2.0 mm.

2. The pneumatic tyre (1) according to claim 1, wherein
in each of the pair of bead portions (4), a distance (L2) in the tyre radial direction from a bead baseline (BL) to an outermost end (10e) of the first rubber portion (10) is in a range of from 10% to 65% of a distance (L1) in the tyre radial direction from the bead baseline (BL) to a tyre maximum-width position (M).

3. The pneumatic tyre (1) according to any one of claims 1 to 2, wherein
a rubber hardness (ha) of the first rubber portion (10) is in a range of from 1.6 to 2.0 times a rubber hardness (hb) of the second rubber portion (11), rubber hardness meaning durometer A hardness measured by the durometer type A in an environment of 23 degrees C in accordance with JIS-K6253.

4. The pneumatic tyre (1) according to any one of claims 1 to 3, further comprising

a bead reinforcing layer (20) covering the carcass (6) in each of the pair of bead portions (4), wherein

in a tyre cross-sectional view, the bead reinforcing layer (20) extends in a U-shaped manner, and

both ends (21a, 21b) of the bead reinforcing layer (20) are located outwardly in the tyre radial direction with respect to an outermost end (10e) in the tyre radial direction of the first rubber portion (10) by a distance equal to or more than 2 mm.

5. The pneumatic tyre according to any one of claims 1 to 4, wherein
each of the pair of bead cores (5) is surrounded by a canvas cloth (16) including an organic fiber cord.

6. The pneumatic tyre (1) according to any one of claims 1 to 5, wherein
the tyre is a heavy-duty vehicle tyre (1).

Ansprüche

1. Luftreifen (1), umfassend:

ein Paar Wulstabschnitte (4);

ein Paar Wulstkerne (5), die jeweils in einem von dem Paar Wulstabschnitten (4) angeordnet sind;

eine Karkasse (6), die sich zwischen dem Paar Wulstkernen (5) erstreckt; und

ein Paar Wulstkernreitergummis (9), die jeweils in einem entsprechenden von dem Paar Wulstabschnitten (4) angeordnet sind und sich von einem von dem Paar Wulstkernen (5) in einer Reifenradialrichtung nach außen erstrecken,

wobei

jeder Wulstkern (5) eine Kerninnenfläche (5a) umfasst, die sich im Wesentlichen gerade auf einer Innenseite in der Reifenradialrichtung des Wulstkerns (5) erstreckt,

in einem vormontierten Zustand, in dem der Reifen nicht auf eine Felge aufgezogen ist und eine Breite in einer Reifenaxialrichtung des Paares Wulstabschnitte auf einer Felgenbreite gehalten wird, jede Kerninnenfläche einen Winkel von 20 Grad plus/minus 2 Grad in Bezug auf die Reifenaxialrichtung aufweist und nach außen hin in der Reifenradialrichtung zu einer Außenseite in der Reifenaxialrichtung geneigt ist,

in einer Reifenquerschnittsansicht von jedem des Paares Wulstabschnitte (4) der Wulstkernreitergummi (9) einen ersten Gummiabschnitt (10), der so angeordnet ist, dass er einen Umfang des Wulstkerns (5) bedeckt, und einen kreisförmigen oder im Wesentlichen elliptischen Umriss aufweist, und einen zweiten Gummiabschnitt (11) umfasst, der sich in der Reifenradialrichtung von dem ersten Gummiabschnitt (10) nach außen hin verjüngt, und

der erste Gummiabschnitt (10) eine größere Gummihärte (ha, hb) als der zweite Gummiabschnitt (11) aufweist,

dadurch gekennzeichnet, dass

in einem jeden von dem Paar Wulstabschnitten (4) der erste Gummiabschnitt (10) eine Dicke (t1) in der Reifenaxialrichtung an einer Stelle des innersten Endes (5i) in der Reifenaxialrichtung des Wulstkerns (5) aufweist, die in einem Bereich von 1,0 bis 2,0 mm liegt, und

wobei in einem jeden von dem Paar Wulstabschnitten (4) der erste Gummiabschnitt (10) eine Dicke (t2) in der Reifenradialrichtung an einer Stelle eines innersten Endes (5k) in der Reifenradialrichtung des Wulstkerns (5) aufweist, die in einem Bereich von 1,0 bis 2,0 mm liegt.

2. Luftreifen (1) nach Anspruch 1, wobei in einem jeden von dem Paar Wulstabschnitten (4) ein Abstand (L2) in der Reifenradialrichtung von einer Wulstgrundlinie (BL) zu einem äußersten Ende (10e) des ersten Gummiabschnitts (10) in einem Bereich von 10 % bis 65 % eines Abstands (L1) in der Reifenradialrichtung von der Wulstgrundlinie (BL) zu einer Position (M) der maximalen Reifenbreite liegt.

3. Luftreifen (1) nach einem der Ansprüche 1 bis 2, wobei eine Gummihärte (ha) des ersten Gummiabschnitts (10) in einem Bereich vom 1,6- bis 2,0-fachen einer Gummihärte (hb) des zweiten Gummiabschnitts (11) liegt, wobei Gummihärte Durometer A-Härte bedeutet, gemessen mit dem Durometer Typ A in einer Umgebung von 23 Grad C gemäß JIS-K6253.

4. Luftreifen (1) nach einem der Ansprüche 1 bis 3, ferner umfassend

eine Wulstverstärkungsschicht (20), die die Karkasse (6) in einem jeden von dem Paar Wulstabschnitten (4) bedeckt, wobei

sich die Wulstverstärkungsschicht (20) in einer Reifenquerschnittsansicht auf eine U-förmige Weise erstreckt, und

beide Enden (21a, 21b) der Wulstverstärkungsschicht (20) in der Reifenradialrichtung in Bezug auf ein äußerstes Ende (10e) in der Reifenradialrichtung des ersten Gummiabschnitts (10) um einen Abstand gleich oder mehr als 2 mm nach außen hin angeordnet sind.

5. Luftreifen nach einem der Ansprüche 1 bis 4, wobei ein jeder von dem Paar Wulstkernen (5) von einem Tuchstoff (16) mit einem organischen Faserkord umgeben ist.

6. Luftreifen (1) nach einem der Ansprüche 1 bis 5, wobei der Reifen ein Schwerlastfahrzeugreifen (1) ist.

Revendications

1. Bandage pneumatique (1) comprenant :

une paire de portions de talon (4) ;

une paire d'âmes de talon (5) disposées chacune dans une portion respective de la paire de portions de talon (4) ;

une carcasse (6) s'étendant entre la paire d'âmes de talon (5) ; et

une paire de caoutchoucs de sommet de talon (9) disposés chacun dans une portion respective de la paire de portions de talon (4) et s'étendant vers l'extérieur dans une direction radiale du pneumatique depuis une âme respective de la paire d'âmes de talon (5),

dans lequel

chaque âme de talon (5) comprend une surface intérieure d'âme (5a) s'étendant sensiblement de manière rectiligne sur un côté intérieur dans la direction radiale du pneumatique de l'âme de talon (5),

dans un état pré-assemblé où le pneumatique n'est pas monté sur une jante et où une largeur dans une direction axiale du pneumatique de la paire de portions de talon est maintenue à une largeur de jante, chaque surface intérieure d'âme a un angle de 20 degrés plus/moins 2 degrés par rapport à la direction axiale du pneumatique, et est inclinée vers l'extérieur dans la direction radiale du pneumatique vers un côté extérieur dans la direction axiale du pneumatique,

dans une vue en section transversale du pneumatique de chacune de la paire de portions de talon (4), le caoutchouc de sommet de talon (9) comprend une première portion de caoutchouc (10) agencée de manière à couvrir une circonférence de l'âme de talon (5) et ayant un contour circulaire ou sensiblement elliptique, et une seconde portion de caoutchouc (11) en s'effilant vers l'extérieur dans la direction radiale du pneumatique depuis la première portion de caoutchouc (10), et

la première portion de caoutchouc (10) a une dureté de caoutchouc (ha, hb) supérieure à celle de la seconde portion de caoutchouc (11),

caractérisé en ce que

dans chacune de la paire de portions de talon (4), la première portion de caoutchouc (10) a une épaisseur (t1) dans la direction axiale du pneumatique au niveau d'un emplacement d'une extrémité la plus à l'intérieur (5i) dans la direction axiale du pneumatique de l'âme de talon (5) qui est dans une plage allant de 1,0 à 2,0 mm, et

dans lequel, dans chacune de la paire de portions de talon (4), la première portion de caoutchouc (10) a une épaisseur (t2) dans la direction radiale du pneumatique au niveau d'un emplacement d'une extrémité la plus à l'intérieur (5k) dans la direction radiale du pneumatique de l'âme de talon (5) qui est dans une plage allant de 1,0 à 2,0 mm.

2. Bandage pneumatique (1) selon la revendication 1, dans lequel
dans chacune de la paire de portions de talon (4), une distance (L2) dans la direction radiale du pneumatique depuis une ligne de base de talon (BL) jusqu'à une extrémité la plus à l'extérieur (10e) de la première portion de caoutchouc (10) est dans une plage allant de 10 % à 65 % d'une distance (L1) dans la direction radiale du pneumatique depuis la ligne de base de talon (BL) jusqu'à une position de largeur maximum du pneumatique (M).

3. Bandage pneumatique (1) selon l'une quelconque des revendications 1 à 2, dans lequel
une dureté de caoutchouc (ha) de la première portion de caoutchouc (10) est dans une plage allant de 1,6 à 2,0 fois une dureté de caoutchouc (hb) de la seconde portion de caoutchouc (11), une dureté de caoutchouc signifiant une dureté de duromètre A mesurée par le duromètre de type A dans un environnement de 23 degrés C selon la norme industrielle japonaise JIS-K6253.

4. Bandage pneumatique (1) selon l'une quelconque des revendications 1 à 3, comprenant en outre

une couche de renforcement de talon (20) recouvrant la carcasse (6) dans chacune de la paire de portions de talon (4), dans lequel

dans une vue en section transversale du pneumatique, la couche de renforcement de talon (20) s'étend dans une forme en U, et

les deux extrémités (21a, 21b) de la couche de renforcement de talon (20) sont situées à l'extérieur dans la direction radiale du pneumatique par rapport à une extrémité la plus à l'extérieur (10e) dans la direction radiale du pneumatique de la première portion de caoutchouc (10) à raison d'une distance égale ou supérieure à 2 mm.

5. Bandage pneumatique selon l'une quelconque des revendications 1 à 4, dans lequel
chacune de la paire d'âmes de talon (5) est entourée par une toile de canevas (16) incluant un câblé de fibres organiques.

6. Bandage pneumatique (1) selon l'une quelconque des revendications 1 à 5, dans lequel
le pneumatique est un pneumatique de véhicule pour service intensif (1).

Drawing